Governing mechanism for explosive-engines.



P. PAULSON. GOVERNING MBGHANISM POR BXPLOSIVE ENGINES.

APPLICATION FILED MAY 10, 1909.

Patented Junev 14, 1910.

3 SHEETS-SEB A P. PAUL-SON. z GOVERNING MECHANISM PORBXPLOSIVE ENGINES.

APPLIOATIONIILBD MAY 10, 1909. 961,156, l Patented June 14,1910.

3 SHEETS-SHET 2.

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Patented June 14,1910.`

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UNITED sTATEs raTaNT orrron.

PETER PAULSON, OF MARSHFIELD, WISCONSIN.

GOVERNING MECHANISM FOR EXPLOSIVE-ENGINES.

To all whom t may concern:

Be it known that I, PETER PaULsoN, a citizen of the United States,residing at Marshfield, in the county of Wood and State of lisconsin,have invented certain new and useful Improvements in Governing Mechanismfor Explosive-Engines; and l do hereby declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

My invention rela-tes to explosive engines and has for its object toprovide an improved governing mechanism therefor.

To the above ends, the invention consists of the novel devices andcombinations of devices hereinafter described and defined in the claim.

This improved governing mechanism may be arranged to operate either onthe igniter or on the exhaust valve, or on both, and the latterarrangement is the one that is preferred and which is illustrated in thedrawings.

In the accompanying drawings, which illustrate the invention, likecharacters indicate like parts throughout the several views.

Referring to the drawings, Figure 1 is a view partly in side elevationand partly in vertical section, with some parts broken away,illustrating my improved governing mechanism applied to an explosiveengine of the four-cycle horizontal type; F ig. 2 is an enlarged view,partly in vertical section on the line x2 m2 of Fig. 1 and partly inelevation; Fig. 3 is a detail View, partly in plan and partly insection, on the line m3 ac3 of Fig. 2, some parts being' broken away;Fig. 4L is a detail view in plan, showing one end portion of an enginecylinder; and F ig. 5 is an elevation looking at the inner end of asparker head.

The numeral 1 indicates the engine base, the numeral 2 the cylinder, thenumeral 3 the engine crank shaft, the numeral 4 the crank rod and thenumeral 5 the fly wheel.

The numeral 6 indicates a water tank shown as secured on top of thecylinder 2 and in communication with the water jacket thereof.

The numeral'7 indicates a cam carried by a shaft 8 mounted in suitablebearings on the engine base 1 and provided with a spur gear 9 thatmeshes with a spur gear 10 and the engine crank shaft 3. Said gears 9and 10 are indicated diagrammatically in Fig. 1.

Specification of Letters Patent.

Application filed May 1G, 190B.

Patented June 14, 1910. Serial No. 495,147.

rlhe gear 9 is twice the diameter of the gear 10, so that the cam 7 willbe rotated once for several rotations of the engine crank shaft, thisbeing the customary arrangement in a four-cycle engine. The cam 7operates on one end of a so-called valve rod l1 that is mounted forhorizontal sliding movements in the bearing 12 on the cylinder 2 and ina bearing bracket 13 on the engine base 1. As shown, the rod l1 isprovided at one end with a roller or small wheel 14 with which the cam 7directly engages. The other end of this valve rod 11 is connected in thecustomary way to an exhaust valve 15, through a lever 16 but subject toa spring 17. As is evident, each time the rod 11 is forced outward ortoward the left in respect to F ig. 1 by the cam 7, the exhaust valve 15will be forced into an open position against the tension of the spring17. As shown, the rod 11 is also retracted by a coiled spring 18attached thereto and to the engine base 1. rllhe reciprocating rod 11also operates the igniter mechanism and, hence, the said rod is hereindesignated in a broad sense as a controller rod which may operate eitherthe igniter or the exhaust valve, or both.

The igniter mechanism illustrated in the drawings is of a formdisclosedand claimed in a companion application filed by me of even dateherewith, entitled Igniters for explosive engines and, hence, the partsof this igniter may herein be briefly noted.

The numeral 19a indicates the xed electrode and the numeral 19 themovable arm or electrode, the former of which is rigidly secured to andthe latter of which is a stem journaled and projecting into a bearinghead 20 suitably secured to an opening in the cylinder. The stem orshaft 21 of the movable electrode 19 is secured, at its outer end, to anarm 22 that is yieldingly connected by a spring device 23 to an arm 24that is independently pivoted to the igniter head 20. Normally, thespring device 23 holds the arms 22 and 24 pressed Hatwise together andthe electrodes 18 and 19 separated. An igniter tappet 25 is secured to ashortarm 26 that is pivotally connected to the controller rod 11. Alight spring 27, carried by the rod 11, yieldingly holds the tappet 25pressed upward against a roller 28 on the igniter head 20. Said ignitertappet 25 is provided with a tripping roller 28, under movement of therod 11 from thev right toward the left, forcing said tappet out ofengagement with the arm 24 after the latter has been separated from thearm 22 and the electrode 19 engaged with the electrode 13. lt is, ofcourse, understood that the spark is produced when the two electrodes 19and 19a are separated by movement imparted to the arms 2.2 and 24 by thespring device 23. At its upper end, the bracket 13 is provided with abearing sleeve 30, which, as shown, extends transversely of the engine.in this sleeve, a tubular shaft 31 is journaled, and a non-rotaryendwise movable plunger 32 is extended through said tubular shaft. Atone end, the tubular shaft 31 is provided with a spur pinion 33 thatmeshes with a spur gear 9. At its other end, the tubular shaft 31 isprovided with a bifurcated head 31 to which a pair of opposing bellcrank levers 34 are intermediately pivoted. The outer ends of the bellcranks 34 are provided with quite heavy fly balls that are yieldinglydrawn together or toward the plunger 32 by a coiled spring 3G. The innerends of the bell cranks 34 engage with a collar 37 on the said plunger3Q.. The outer end of the plunger 3&2 is shown as threaded andadjustably connected by a nut 33 to the upper end of a trip lever 39,the lower end of which is pivoted to the outturned lower end of thebracket 13. Extending approximately parallel to the controller rod 11and pivotally connected to an arm 40 of the bracket 13 is a so-calledcontroller latch 41, the free end of which is normally disengaged frombut isadapted to be engaged with a shoulder on the rod 11 afforded by aplate 42 rigidly secured to said rod. stud or pin 43 is rigidly attachedto the intermediate portion of the latch 41 and its outer end normallyextends close to the intermediate portion of the trip lever 39. t itspivoted end, the latch 41 is provided with a laterally projecting arm 45to which one end of a coiled spring 45 is attached. he other end of thiscoiled spring 45 is attached to a lever 4G shown as pivotally connectedto the engine base 1. This lever 4G is adapted to be set in differentpositions and it may be held in its differently set positions either byfriction or by any of the well known latch and segment devices. Theimportant function performed by this spring will appear in the followingdescription of the operation.

As is evident, when the engine acquires a predetermined speed, the flyballs 35 of the centrifugal governor will be thrown outward against thetension of the spring 3G, thereby moving the plunger 32 inward or towardthe left in respect. to Fig. 2 and thereby forcing the trip lever 39against the pin 43 of the controller lat-ch 41. Normally, said latch 43is by the spring 45 held out of the line of movement of the latch plate42 of the reciprocatory controller rod 11, so that until the engine hasacquired a certain predetermined speed, the said latch remainsinoperative and the reciprocating movements of the rod 11 will open theexhaust valve and operate the igniterl with properly timed actions.lVhen, however, the engine exceeds a predetermined speed, thecentrifugal force acting on the fly balls 35 will overcome the spring 36and the spring 45 and will force the latch 41 into an operativeposition, so that it will catch the controller rod 11 and hold the samein its extreme position toward the lever, in respect to Fig. 1, untilthe speed of the engine has again been reduced below the predetermineddesired ruiming speed. lVhen the rod 11 is held by the latch 41, as

above. stated, the exhaust valve will be held.

in its open position, so that vapor will not be drawn into the cylinderunder movements of the cylinder and, furthermore, the igniter willremain idle during this same period of time.

The predetermined speed at which the latch 41 will be thrown into actionis variable and may be regulated while the engine is running simply bysetting the lever 46 in different positions, so as to vary the tensionof the spring 45, which spring, as already stated, acts as an auxiliaryin conjunction with the spring 36 to hold the controller latch 41 in aninoperative position. However, I believe it to be broadly new to providemeans for variably setting the spring tension mechanism of a centrifugalgovernor while the latter is in motion.

The mechanism described has been put into actual use and has been foundhighly eficient for the purposes had in view.

Vhat I claim is:

The combination with an explosive engine having a reciprocating enginedriven controlling rod and an igniter and an exhaust valve controlled bysaid rod, of a pivoted latch for intercepting the movement of saidcontrolling rod, a centrifugal governor having a pair ofspring-connected weighted levers, a plunger having a collar againstwhichweighted levers are adapted to pull, a trip lever pivotally supported atone end and having at its other end a perforation through which saidplunger projects, and an adjusting nut on the projecting end of saidplunger and the intermediate portion of said trip lever arranged tooperate on said trip lever, substantially as described.

1n testimony whereof I affix my signature in presence of two Witnesses.

PETER PAULSON.

lVitnesses P. N. CHRISTENSEN, JACOB CHRISTENSEN.

